WO2013019443A1 - Système de commande du démarrage d'un moteur pour une transmission à variation électrique - Google Patents

Système de commande du démarrage d'un moteur pour une transmission à variation électrique Download PDF

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Publication number
WO2013019443A1
WO2013019443A1 PCT/US2012/047798 US2012047798W WO2013019443A1 WO 2013019443 A1 WO2013019443 A1 WO 2013019443A1 US 2012047798 W US2012047798 W US 2012047798W WO 2013019443 A1 WO2013019443 A1 WO 2013019443A1
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WO
WIPO (PCT)
Prior art keywords
torque
actual
input
engine
output
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2012/047798
Other languages
English (en)
Inventor
Jing Zhou
Feisel Weslati
Goro Tamai
Nadirsh PATEL
Ashish KRUPADANAM
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FCA US LLC
Original Assignee
Chrysler Group LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chrysler Group LLC filed Critical Chrysler Group LLC
Priority to EP12743029.6A priority Critical patent/EP2736783B1/fr
Priority to CN201280048274.7A priority patent/CN103889804B/zh
Publication of WO2013019443A1 publication Critical patent/WO2013019443A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0012—Feedforward or open loop systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present disclosure relates to the control of an automotive transmission, specifically to an engine start control system and method for a vehicle having an electrically variable transmission.
  • Some current hybrid electrically variable transmissions feature two electric motors coupled to an internal combustion engine utilizing a plurality of clutches and gear sets. At certain times it is desirable to operate the transmissions in strictly an electric mode or in a hybrid mode where the internal combustion engine and one or both motors operate simultaneously. Managing the many parameters such as clutch, engine and motor torques, battery power levels and usage, efficiency and smooth shifting between the various gears and drive modes, fuel economy, operational-cost efficiency, etc. pose many operational control challenges.
  • the present disclosure provides an engine start control system for a vehicle having an electrically variable transmission.
  • the control system comprises a supervisory controller adapted to input vehicle operating conditions and driver inputs, said supervisory controller adapted to determine and output a plurality of torque limits, a desired output torque, and an optimum engine speed; an input speed profiler adapted to generate and output an input speed profile and an input acceleration profile based on the optimum engine speed; a constraints evaluator adapted to generate and output a requested output torque based on the plurality of torque limits and desired output torque; a feedforward controller adapted to generate first and second feedforward motor torques based on the requested output torque and the input speed and input acceleration profiles; and a feedback controller adapted to generate first and second feedback motor torques based on a difference between the input speed profile and an actual input speed.
  • the feedforward and feedback first and second motor torques are used to control the operation of the first and second electric motors when the engine is being turned on or off.
  • the present disclosure also provides a method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation.
  • the disclosed method comprises using a processor to perform the steps of determining an input speed profile and an input acceleration profile based on an optimum engine speed; determine a requested output torque based on a plurality of torque limits and a desired output torque; determine first and second feedforward motor torques based on a requested output torque and the input speed and input acceleration profiles; determine first and second feedback motor torques based on a difference between the input speed profile and an actual input speed; and using the feedforward and feedback first and second motor torques to control the operation of the first and second electric motors when the engine is being turned on or off.
  • Figure 1 is an illustration of a lever diagram of a drive system for a vehicle with an electrically variable transmission
  • Figure 2 is an illustration of an example drive cycle for a vehicle in accordance with the present disclosure
  • Figure 3 is a table describing the various drive cycle points illustrated in Figure 2;
  • Figure 4 is a block diagram of a portion of a vehicle's powertrain incorporating a controller for executing the methodology disclosed herein;
  • Figure 5 is a graph of engine, motor and output speeds versus time for electric vehicle operation in accordance with the present disclosure.
  • Figure 6 is a graph of engine, motor and output torques versus time for under and over drive modes of operation in accordance with the present disclosure.
  • the drive system 10 includes a first planetary gear set represented by a first lever and a second planetary gear set represented by a second lever ⁇ _2 ⁇
  • of the first planetary gear set is connected to an internal combustion engine ICE via an input shaft 12.
  • a sun gear Si of the first planetary gear set is connected to two clutches CB-
  • the first clutch CBi is a braking mechanism that, when activated, grounds the sun gear Si to the drive unit's transaxle case.
  • the second clutch C2 connects the sun gear S-
  • An input brake is created when both clutches CB-j , C2 are activated at the same time.
  • the carriers of the planetary gear sets are connected via a main shaft 14.
  • a sun gear S2 of the second planetary gear set is connected to a first electric motor EMA.
  • a ring gear R2 of the second planetary gear set is connected to a second electric motor EMB via a motor speed reducer ("MSR") 16.
  • the ring gear f3 ⁇ 4 of the second planetary gear set is also connected to an output shaft 18.
  • the motor speed reducer 16 controls the speed ratio between the second electric motor EMB and the output shaft 8.
  • the '936 Application discloses three input ratios.
  • a first ratio is created by activating the first clutch CB-) while deactivating the second clutch C2.
  • a second ratio is created by deactivating the first clutch CB ⁇ while activating the second clutch C2.
  • the third ratio is the input brake created by activating the first and second clutches CB ⁇ , C2.
  • Figure 2 is an illustration of an example drive cycle for a vehicle containing a Figure 1 drive system 10 and being controlled in accordance with the present disclosure.
  • the vehicle accelerates from a stop, cruises at high speed and brakes to a stop.
  • the various points and switching points of the drive cycle are listed in the table shown in Figure 3.
  • the system 10 enters different modes to deliver the required output power from the electric motors and/or engine to the output shaft. The modes are chosen for best fuel economy and drive quality.
  • the system 10 will operate in the following modes: input brake electric vehicle (“IB-EV”), under drive electric vehicle (“UD-EV”), over drive electric vehicle (“OD- EV”), under drive engine on (“UD-EO”), over drive engine on (“OD-EO”), and neutral (N).
  • IB-EV input brake electric vehicle
  • UD-EV under drive electric vehicle
  • OD- EV over drive electric vehicle
  • UD-EO under drive engine on
  • OD-EO over drive engine on
  • neutral neutral
  • Both clutches CBi and C2 will be applied (i.e., engaged or activated) to implement the IB-EV mode.
  • will be applied while the second clutch C2 is not applied (i.e., disengaged or deactivated) to implement the UD-EV and UD-EO modes.
  • the first clutch CB-] will not be applied while the second clutch C2 is applied to implement the OD-EV and OD-EO modes.
  • and C2 will be disengaged in the neutral mode. It should be appreciated that this disclosure refers to the first clutch CB-
  • the aspects of the present disclosure are designed to control the starting and shutdown of the engine ICE at certain points (i.e., points C and F) during the drive cycle.
  • the engine start control method described herein is implemented on various components illustrated in Figure 4, which is a block diagram of a portion of a vehicle's powertrain 400 constructed in accordance with the principles disclosed herein.
  • the powertrain 400 incorporates a supervisory hybrid electric vehicle controller 402, an input speed profiler 404, a constraints evaluator 406, a feedforward controller 408, feedback controller 410, the engine, first and second clutches CB ⁇
  • the supervisory hybrid electric vehicle controller 402 inputs pedal position and various other vehicle operating conditions and parameters discussed herein. Outputs from the supervisory hybrid electric vehicle controller 402 are sent to the engine, clutches CB-j , C2, input speed profiler 404 and constraints evaluator 406. Outputs from the engine, clutches CB ⁇ , C2, input speed profiler 404 and constraints evaluator 406 are used by the feedforward controller 408, and feedback controller 410 to control the motor controllers 412, 414 and the hybrid transmission plant 420 to perform, among other things, the engine start control process described below. Example inputs, outputs and functions of the supervisory hybrid electric vehicle controller 402 are described in U.S. application no.
  • the supervisory hybrid electric vehicle controller 402 outputs a torque engine T E _ CM D command to the engine and a torque clutch command T C L_CMD to the clutches.
  • the supervisory hybrid electric vehicle controller 402 also outputs torque limits for both motors T a jjm, T b _Lim and the clutches T C L_Lim, a battery power limit PBATjjm and a desired output torque T 0 _des to the constraints evaluator 406.
  • An optimum engine speed n e _ op t is output to the input speed profiler 404.
  • An actual engine torque T E _ACT is output from the engine to the constraints evaluator 406, feedforward controller 408 and the hybrid transmission plant 420.
  • Actual first and second clutch torques T C BI_ACT, TC2_ACT are output from the clutches to the constraints evaluator 406, feedforward controller 408 and the hybrid transmission plant 420.
  • the constraints evaluator 406 additionally inputs an input (i.e., engine) speed profile prof and an input acceleration profile n, prof from the input speed profiler 404, and the output speed n 0 , output acceleration ri 0 and input acceleration r t from the hybrid transmission plant 420.
  • the 406 outputs the maximum and minimum input accelerations n t max , r ⁇ min to the input speed profiler 404, and the requested output torque T 0 _ re q to the feedforward controller 408.
  • the output speed n 0 , output acceleration ii 0 and input acceleration ⁇ ; from the hybrid transmission plant 420 are also input by the feedforward controller 408.
  • the feedforward controller 408 additionally inputs the input speed profile n Lprof and the input acceleration profile n t prof from the input speed profiler 404.
  • the feedforward controller 408 outputs feedforward torques for the first and second electric motors T AF F, T B FF to respective summation blocks S2, S3.
  • the input speed profile n L prof from the input speed profiler 404 is also output to a subtraction block S1 , which also receives the input speed n, from the hybrid transmission plant 420.
  • the difference between the input speed n, and the input speed profile n, _ prof is input by the feedback controller 410.
  • the feedback controller 410 outputs feedback torques for the first and second electric motors TgFB, T b FB to the summation blocks S2, S3, respectively.
  • the first motor controller 412 inputs the summation of the feedforward first motor torque T 3 FF and the feedback first motor torque T aF B-
  • the second motor controller 414 inputs the summation of the feedforward second motor torque T B FF and the feedback second motor torque T bF B-
  • the actual first motor torque TaACT and actual second motor torque T bA cT are input by the hybrid transmission plant 420, which also inputs a load torque T Lo ad-
  • the hybrid transmission plant 420 also outputs the actual output torque T 0 ac t, clutch torque T C L, battery power P B AT and other parameters used by the powertrain 400.
  • a vehicle with the disclosed powertrain 400 can operate in many modes depending on the states of the first and second clutches CB-
  • the engine In the IB-EV mode, the engine is held stationary by the "brake" clutch CB-
  • Only the high-voltage battery provides the motive power to propel the vehicle using the two electric motors EMA and EMB (i.e., electric vehicle or EV drive).
  • the under drive modes enable a higher ratio between the engine and the main planetary gear carrier and provide more output torque for lower engine torque.
  • the over drive modes enable a lower ratio between the engine and the main planetary gear carrier. This mode moves engine operation to a higher torque lower RPM condition for the same engine power.
  • Engine starts can be performed when switching from EV drive to either the UD or OD with engine on (EO) modes.
  • (for IB to OD) or C2 (for IB to UD) needs to be disengaged prior to starting the engine.
  • the engine start control system when the engine start control system receives the request to crank up the engine, it first relays the request to disengage the second clutch C2 in a controlled manner. At the same time, the pressure on the first clutch CB ⁇ is maintained so that the first clutch CBi remains fully engaged.
  • the objective of engine starts from IB to UD can be described as follows: use electric motor torques to generate input acceleration ⁇ , and speed up the engine, at the same time, the electric motor torques are coordinated to meet the driver's torque request T 0 _ req .
  • engine torque T e and slipping clutch torque Tc2 are treated as known disturbances.
  • the feedforward motor torques T 3 FF and T B FF for the engine start control can be determined by the feedforward controller 408 as follows:
  • ⁇ , pmf and n,-_ prof are the desired engine acceleration and speed during starts.
  • the shape of the desired engine speed can be tailored for different engine starting types, such as smooth starts or aggressive starts (in the input speed profiler 404 using e.g., n e 0 pt)-
  • the peak acceleration during engine start events has to be restricted within motor/clutch torque limits and battery power limits as shown below:
  • TCBI is the reaction torque of the engaged grounding clutch CB-
  • T C BI is not actively adjusted during the starting process, but the torque limit of CB-
  • T 0 _ r e q all terms can be measured or estimated except T 0 _ r e q .
  • T C Bi min , TcBi max , as well as battery power limits PBAT min and PBAT max the constraints on T 0 req can be determined.
  • the second electric motor's torque limit T bmax can be raised using a boost of a higher current/voltage.
  • the feedforward motor torques for engine-start control T aF F and T b FF can be obtained since all the right hand terms are available.
  • the feedback controller 410 implemented as proportional-integral ("PI") generates complementary motor torque commands T a FB, T bF B based on the deviation of actual engine speed from the desired one:
  • the final motor torque commands are combined and sent to the two electric motor controllers 412, 414.
  • the actual motor torques along with the actual engine torque and the off-going clutch torque, are the inputs to the physical transaxle system.
  • the input torques overcome the load torque and generate accelerations to the input and output shafts.
  • Figures 5 and 6 illustrate an example of vehicle responses and major variable traces during a drive cycle.
  • the above-described engine start control system and method achieve a coordinated and robust control of the electric motor torques and clutch torques, which enable the transition from electric vehicle drive to hybrid drive while also meeting output torque request and actuator constraints.
  • the system and method disclosed herein enable the transition of the engine speed from 0 RPM (in the IB-EV mode) to a desired level in under drive or over drive modes using the coordinated control of the electric motor torques and clutch torques.
  • the system and method described herein ensures smooth and customizable engine starting quality and favorable drivability during the transition.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système et un procédé de commande d'un premier moteur électrique (EMA) et d'un second moteur électrique (EMB) d'un véhicule comportant une transmission à variation électrique pendant l'opération de démarrage/arrêt du moteur thermique. Le système et le procédé déterminent un profil de régime moteur d'entrée et un profil d'accélération moteur d'entrée en fonction d'un régime moteur optimal, déterminent un couple de sortie demandé en fonction d'une pluralité de limites de couple et d'un couple de sortie souhaité, déterminent le premier (TaFF) et le second (TbFF) couples de moteur à action directe en fonction d'un couple de sortie demandé et des profils de régime d'entrée et d'accélération d'entrée, déterminent le premier (TaFB) et le second (TbFB) couples de moteur à rétroaction en fonction d'une différence entre le profil de régime moteur d'entrée et un régime moteur d'entrée effectif et en utilisant les premier et second couples de moteur à action directe et à rétroaction pour commander le fonctionnement des premier et second moteurs électriques quand on démarre ou coupe un moteur à combustion interne (ICE).
PCT/US2012/047798 2011-07-29 2012-07-23 Système de commande du démarrage d'un moteur pour une transmission à variation électrique Ceased WO2013019443A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP12743029.6A EP2736783B1 (fr) 2011-07-29 2012-07-23 Système de commande du démarrage d'un moteur pour une transmission à variation électrique
CN201280048274.7A CN103889804B (zh) 2011-07-29 2012-07-23 混合变速装置的引擎启动控制系统

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US201161513061P 2011-07-29 2011-07-29
US61/513,061 2011-07-29

Publications (1)

Publication Number Publication Date
WO2013019443A1 true WO2013019443A1 (fr) 2013-02-07

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PCT/US2012/047798 Ceased WO2013019443A1 (fr) 2011-07-29 2012-07-23 Système de commande du démarrage d'un moteur pour une transmission à variation électrique

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Country Link
US (1) US8905167B2 (fr)
EP (1) EP2736783B1 (fr)
CN (1) CN103889804B (fr)
WO (1) WO2013019443A1 (fr)

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WO2015098212A1 (fr) * 2013-12-25 2015-07-02 Toyota Jidosha Kabushiki Kaisha Système de commande pour unité de transmission de puissance
US10350983B2 (en) 2016-03-23 2019-07-16 Toyota Jidosha Kabushiki Kaisha Power transmission system

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US9352744B2 (en) 2014-01-17 2016-05-31 Ford Global Technologies, Llc Hybrid vehicle braking limit determination system and method
US9358890B2 (en) 2014-01-17 2016-06-07 Ford Global Technologies, Llc Hybrid vehicle braking system and method
US9738284B2 (en) * 2015-12-08 2017-08-22 Ford Global Technologies, Llc Vehicle acceleration determination
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US20130080038A1 (en) 2013-03-28
CN103889804A (zh) 2014-06-25
CN103889804B (zh) 2016-10-26

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